Gottlieb daimler



2 sheets -sheet 1.

(No Model.)

,G. DAIMLER. GAS 0R PETROLEUM MOTOR ENGINE.

N0.-418,112. Patented Dec. 24, 18829.

N, PETERS Pmu-Lilhu m hm. Washinglcn. D. C.

G. DAIMLER. GAS 0R PETROLEUM MOTOR ENGINE.

' 2 Sheets-Sheet 2.

(No Model.)

Patented Dec. 24

N. PEYERS, PhM'r-Uflwgnmr. Wahington. II C.

UNITED STATES PATENT OFFICE,

GOTTLIEB DAIMLER, OF OANNSTADT, WIIRTEMBERG, GERMANY.

GAS OR PETROLEUM MOTOR ENGINE.

SPECIFICATION forming part of Letters Patent No. 418,112, dated December24, 1889.

(No model.)

Patented in France June 18, 1889, No. 199,02 1; in Belgium June 19,1889,1T0. 86,695; in- Switzerland Juno 25,1889,N0.1,151; in India August7/28, 1889, No, 169, and in Italy September 10, 1889, XXIII, 25,796.

To all whom, it may concern.-

Be it known that I, GOTTLIEB DAIMLER, a subject of the Emperor ofGermany, residing at Oannstadt, WViirtemberg, in the Empire of Germany,have invented new and useful Improvements in Gas or Petroleum MotorEngines, (for which I have obtained patents in France, June 18,18S9,No.199,024; in Belgium, June 19, 1889, No. 86,695; in Switzerland, June 25,1889, No. 1,151; in Italy, September 10, 1889, Vol. XXIII, No. 25,796,and in India, August 7/23, No. 169 or 1718 3795,) of which the followingis a specification.

This invention relates to a construction of gas or petroleum motorengine such as was described in my patent of September 28, 1886, No.349,983, in which an inclosed chamber containing a fly-wheel was made tocommunicate with one end of the engine-cylinder, the space left in thesaid chamber being made to constitute a reservoir of either air or ofgaseous mixture drawn into the same by the backstroke of the piston andcompressed therein by its forward stroke, the piston being provided witha valve which was automatically opened at the end of the compress ingand working forward strokes, so as to admit a portion of the compressedcharge into the cylinder through the piston at those times. Thefly-wheel was provided with a double camgroove returning in itself andcontaining a slide by means of which the opening of the escape-valve wasonly efiected at the end of the working forward stroke.

My present invention relates to a modified construction of engines ofthis type wherein two working-cylinders are connected to and communicatewith one and the same closed space containing the crank-shaft, the rodsof both pistons being connected to the same crank, so that they performtheir strokes to gether,both acting as pumps for compressing a charge ofair or of gaseous mixture in the said closed space, but the admission ofthe combustible charges into the cylinders being so regulated that'whilethe one piston is performing its working forward stroke the other isperforming its suction or charging forward stroke. By this constructionI obtain an en tion of the engine.

gine of double the power of that described in my said prior patent, buthaving only the additional weight of the second cylinder, piston,piston-rod, and valve-gear.

The engine can be constructed in various ways in carrying out my saidinvention. Thus, according to one arrangement, I place the cylindersside by side at a slight angle to one another in a plane at right anglesto the crankshaft, with their piston-rods connected to one and the samecrank-pin, in which case the valve-gear of both cylinders can be workedby one and the same double cam-groove. According to another arrangementI place the two cylinders one behind the other, with their axes in aplane parallel with the crank-shaft, but with their piston-rods stillconnected to one and the same crank, in which case there are providedtwo double cam-grooves-one for the valve-gear of each cylinder.

The governing of the engine is effected by mechanism whereby, when theengine runs beyond the normal speed, the escape-valve is prevented frombeing opened at the end of the working-stroke, so that, thecombustiongases being retained in the cylinder, no combustible chargewill be drawn in on the next suction-stroke.

The construction and mode of operating of the engine will be readilyunderstood on reference to the accompanying drawings, in which- Figure 1shows a vertical longitudinal see- Fig. 2 shows a front elevation. Fig.3 shows a vertical transverse section of the first above-mentionedconstruction of the engine, and Figs. 4 and 5 are sectional viewsshowing a modification of the invention.

The working-cylinders A and 13 both communicate at their lower ends withthe closed casing D, in which is the double flywheel C 0, carried by theshaft 0 G, runningairtight in bearings formed on the casing D. Thepistons a b of the two cylinders are both connected by rods 0 r to oneand the same crank-pin (Z on the fly-wheel. These pistons have openingsthrough them, which are closed by valves g g, held down by springs q q,acting on flanged sleeves t t, sliding on the guide of the valve-stemand butting against a collar g g 011 the latter. Into the lower ends ofthe cylinders project fixed forks p p, which, when the pistons arearriving at the ends of their forward strokes, butt against the flangesof the sleeves i, so that as the pistons complete their strokes theforks compress the springs q q, leaving the valves g 9 free to be openedby any excess of pressure of air or gaseous mixture that may exist belowthem.

The casing D has an opening closed by a valve f, opening inward, throughwhich either air or a mixture of gas and air can be admitted into thecasing. The cylinders A B receive their charges of combustible gaseousmixture on the suction forward stroke through the automatically-openingvalve 6, held closed by a spring 6, and the products of combustionescape at the end of the working forward strokes through the valves h 72and opening 7L2, the valves being held closed by springs h h and pushedopen at the required moment by the rods Z on Z m, actuated by slidingblocks 7c 7r, situated in the double cam-groove 2' 1'', formed in thefly-wheel C. This cam-groove is formed of a double loop returning initself, operating in the same manner as described in my said priorpatentthat is to say, the larger loop 2' is of such a diameter that asit revolves the slide 70 situated in it for the time being is made toraise the rod Z m into the position shown at Fig. 1 and to the left handin Fig. 2, whereby it is made to push against the stem of the valve 72,soflas to open this. The loop '6, on the other hand, is so much smallerthat the slide 70 situated in it for the time being does not raise therod l at far enough to open the valve 7r. It will be seen from Fig. 2that the slide 7a of the cylinder A is situated in the loop 1' when theslide it of the cylinder 13 is situated in the loop 1', so that theescapevalve h of the cylinderAwill be opened while that of B is closed,and vice versa. It will be seen from the foregoing that the action of 1engine is as follows:

Assuming the two pistons a and b to have just arrived at the end oftheir forward strokes, as at Fig. 8, they will first have bothcompressed by that stroke a charge of air or of gaseous mixturepreviously admitted to the casing D through valve f. The piston B willhave drawn in a charge of combustible mixture on its upper side throughvalve 6, While piston to will have performed its working-stroke afterthe firing of its charge. As the piston b arrives at the end of itsstroke, the fork p will free its valve g from the spring q, and thevalve will be open ed by the compressed air or mixture in casing D, aportion of which will consequently enter the cylinder above the pistonand put the combustible charge therein under a corresponding pressure.In the cylinder A the fork 13 will also have released the valve g fromthe spring q; but as the discharge-valve h is only just being opened thecylinder above piston a will still contain combustion-gases underpressure from the previous charge, and consequently the compressed airor mixture in D will not force open the valve 9 until by the escape ofthe said gases the pressure above the piston is reduced below thepressure in D. \Vhen this takes place, a portion of the air or mixturein D will also enter cylinder A and will assist in driving out theremainder of the combustion-gases as the piston A performs its backwardexpelling-stroke. During this time the piston B is performing itsbackward compressing-stroke, the valve 9 being closed as soon as thepressures above and below it are in cqu'iZibr-io. lVhen both pistonshave completed their back-strokes, the compressed charge in cylinder Bwill be fired, causing the piston b to perform its working forwardstroke, while the piston A will draw in its combustible charge, thedischarge-valve 71 having been closed toward the end of the previousback-stroke by the slide passing from the loop 2' into the loop i.During suchforward strokes of the pistons they will have againcompressed a charge of air or mixture previously admitted into casing D,and at the end of these strokes the cylinder A will be in the conditionfirst described with reference to B, and B will be in the conditiondescribed with reference to A, its discharge-valve It being opened bythe passage of its slide k into the loop 2' of the cam-groove, and soon. that while the spaces of the cylinders above the pistons alternatein their functions the spaces below them act continuously as pumps,drawing in and compressing air or gaseous mixture in the casing D.

The regulation of the engine is effected by keeping the escape-valves 7Lclosed when the engine runs too fast by the following arrangement:

The part m of the rods Z on is hinge-jointed to Z, and is kept in thestraightened position, in which it effects the opening of the valve h,by a spring 971. It is provided with an arm m projecting at rightangles, so that when the head S of the lever n is moved inward from theposition shown at Fig. 1 the arm m as the rod Z m rises, will come incontact with S, and will cause rod m to be deflected into the dottedposition, Fig. 2, whereby it will be prevented from actuating the valve72 when l m is raised to the highest position by slide 7tin groove 2'.Such inward motion of the upper end of the lever m is effected by asliding sleeve 0 on the shaft G, into a groove on which the lower forkedend of lever it takes, which is in the position shown at Fig. 1 when theengine runs at the normal speed, and which is slid outward, when theengine runs too fast, by the action of the governor O. The ignition ofthe combustible charges may be eifected in any known manner, such asthat described in my Thus it will be seen IIO 418,112 g Y a said priorpatent, and need not be furtherdescribed. Figs. 4 and 5 show,respectively, a vertical transverse section and a longitudinal sectionof an engine constructed accordingto the second above-describedmodification that is to say, with the two cylinders A and 13 arrangedone behind the other in line with the crank-shaft O, the piston-rods ofboth cylinders being connected to one and the same crank-pin d. Thedischarge-valves h h of the cylinders are in this case worked by twoseparate double cam-grooves formed in disks K K, fixed on thecrank-shaft 0 outside the casing D. The fiy-wheel C is also situatedoutside the casing in this case.

The construction and mode of operating of the engine are otherwiseprecisely the same as described with reference to the first arrangement,and need, therefore, not be further referred to.

I claim as my invention- 1. In a gas or petroleum motor engine workingwith a cycle of four strokes, the combination of two working-cylindershaving their pistons connected by rods to one and the same crank, with aclosed casing containing the crank-shaft, with which casing the forwardend of both cylinders communicates, and which serves as a reservoir ofair or gaseous mixture drawn into the same by the simultaneous backwardmotion of the pistons and compressed therein by their simultaneousforward motion, the admission of the combustible charges into the twocylinders being regulated, substantially as described, so that whilevone piston is performing its working forward stroke the other isperforming its suction or charging forward stroke.

2. In a gas or, petroleum motor engine working with a cycle of fourstrokes, the combination of two working-cylinders having their pistonsconnected by rods to one and the same crank, a closed casing containingthe crank and fly-wheel, and a cam-groove formed in the flywheel,havinga double loop containing two slides,-each of which operates thedischargevalve of one of the cylinders, the admission of the combustiblecharges into the two cylinders being regulated, substantially asdescribed, so that while one piston is performing its working forwardstroke the other is performing its suction or charging forward stroke.

3. In a gas or petroleum motor engine working with a cycle of fourstrokes, the combination of a revolving cam-groove with double loop, aslide situated in the said cam-groove and actuating a rod withhinge-jointed end that effects the opening of the dischargevalve of thecylinder, a lever whose one end has a head that can be brought into thepath of an arm on the hinge-jointed part of the rod, so as to deflectit, and a sleeve gearing with the other end of said lever andoperatedbya governor, so as to move the said lever into the saidposition when the normal speed of the engine is exceeded, substantiallyas and for the purposes described.

In testimony whereof I have signed my name to this specification, in thepresence of two subscribing witnesses, this 16th day of May, A. D. 1889.

G. DAIMLER.

Clerk to Jllcssrs. Abel cfc Ian-ray, Consult ing Engineers and PatentAgents, 28 Southampton Buildings, London, IV. C.

